JP5686242B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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JP5686242B2
JP5686242B2 JP2010253021A JP2010253021A JP5686242B2 JP 5686242 B2 JP5686242 B2 JP 5686242B2 JP 2010253021 A JP2010253021 A JP 2010253021A JP 2010253021 A JP2010253021 A JP 2010253021A JP 5686242 B2 JP5686242 B2 JP 5686242B2
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vehicle
travel
failure
voltage battery
traveling
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JP2012105476A (en
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彰吾 宮▲崎▼
彰吾 宮▲崎▼
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Suzuki Motor Co Ltd
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Suzuki Motor Co Ltd
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Priority to JP2010253021A priority Critical patent/JP5686242B2/en
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Priority to CN201110353641.1A priority patent/CN102463897B/en
Priority to DE102011055258A priority patent/DE102011055258A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator

Description

この発明は、走行用のモータおよび前記モータへ電力を供給する高電圧バッテリを備え、外部電源により前記高電圧バッテリの充電を行う手段を備えた、電気自動車およびプラグインハイブリッド自動車からなる車両の制御装置に関する。   The present invention relates to a vehicle control system including an electric vehicle and a plug-in hybrid vehicle that includes a motor for traveling and a high-voltage battery that supplies electric power to the motor, and includes means for charging the high-voltage battery with an external power source. Relates to the device.

家庭用電源などから得た電力を高電圧バッテリに蓄え、前記高電圧バッテリの電力のみを使って走行を行うことができる電気自動車およびプラグインハイブリッド自動車が公知である。
このような車両では、モータやエンジン、バッテリなどの各コンポーネントの情報を管理し、統合制御を行う制御装置（「統合ＥＣＵ」ともいう。）を備えている、もしくは、いずれかのコンポーネントの制御装置に上述の機能を持たせていることが多い。
また、このような車両では、以下に開示する特許文献１に示されるように、走行制御と外部電源（ここで言う「外部電源」とは、家庭用電源と急速充電の両方を指す。）による充電制御を区別し、誤動作を防止する構成としているのが一般的である。 An electric vehicle and a plug-in hybrid vehicle are known in which electric power obtained from a household power source or the like is stored in a high voltage battery and can be driven using only the electric power of the high voltage battery.
Such a vehicle includes a control device (also referred to as “integrated ECU”) that manages information of each component such as a motor, an engine, and a battery and performs integrated control, or a control device for any component Are often provided with the above-mentioned functions.
Further, in such a vehicle, as shown in Patent Document 1 disclosed below, travel control and an external power source (herein, “external power source” refers to both a household power source and a quick charge). Generally, the charging control is distinguished to prevent malfunction.

特開平２−２９０１０６号公報JP-A-2-290106 特開平８−２９４２０２号公報JP-A-8-294202 特開２００９−７１９０１号公報JP 2009-71901 A

ところで、前記電気自動車およびプラグインハイブリッド自動車からなる車両は、従来のガソリン車にはない外部充電を実施するため、故障発生時の車両状態にも様々なパターンが考えられる。
例えば、
（１）走行サイクルもしくは外部充電サイクルを実施している最中であるのか、
（２）開始する前であるのか、
（３）前回実施したのは走行サイクルであったのか、
（４）外部充電サイクルであったのか、
などであり、それらを考慮しなければ、最適なフェイルセーフ処理を実施できない可能性がある。
その例として、走行可能距離の著しい低下を招くＤＣ／ＤＣコンバータや高電圧バッテリ関連の故障、著しい出力制限を伴う駆動系やブレーキ関連の故障などの、リンプホーム走行を強いられる故障が発生した場合について考える。
もし、前記の故障を走行サイクル中に検出したのであれば、車両をその場で停止させてしまうことはドライバーにとって不利益であるため、リンプホーム走行を許可すべきであることは明らかである。
一方、前記の故障を走行サイクルの開始前に検出した場合も、前述した走行サイクル中の例と同様に許可したとすると、車両は走行を開始後すぐにリンプホーム走行状態に陥り、他車と衝突する可能性が無く、交通の妨げにもならない場所に辿り着く前に車両が停止してしまう可能性が考えられ、この場合は一様に走行を許可すべきであると言うことはできない。
逆に、ドライバーが異常を察知してその場で一時停止し、再始動を試みている可能性も考えられるため、走行サイクルの開始前に前記の故障を検出したからと言って、一様に走行を禁止すべきであると言うこともできない。
リンプホーム走行の目的の１つは、他車と衝突する可能性が無く、交通の妨げにもならない場所まで車両を移動させることであり、上記の例のような場合に走行開始を許可すべきか否かは、故障検出時に車両が他車と衝突する可能性が無く、交通の妨げにもならない場所にあるか否か、他車と衝突する可能性が無く、交通の妨げにもならない状態であるあるか否かで判断されるべきである。
そのためには、故障診断およびフェイルセーフ処理を、現在実施している走行サイクルもしくは充電サイクルの情報のみを基にして行うのではなく、前回実施していた走行サイクルもしくは充電サイクルにおける情報も考慮して行わなければならない。 By the way, since the vehicle which consists of the said electric vehicle and a plug-in hybrid vehicle performs external charge which is not in the conventional gasoline vehicle, various patterns can be considered also in the vehicle state at the time of failure occurrence.
For example,
(1) Whether a running cycle or an external charging cycle is in progress
(2) Is it before starting?
(3) Was it the driving cycle last time,
(4) Was it an external charging cycle?
If these are not taken into consideration, there is a possibility that optimum fail-safe processing cannot be performed.
For example, when a failure that compells limp home driving, such as a DC / DC converter or high-voltage battery-related failure that causes a significant decrease in the travelable distance, or a drive system or brake-related failure that involves significant output restrictions, occurs. think about.
If the failure is detected during the driving cycle, it is obvious that the limp home driving should be permitted because it is detrimental to the driver to stop the vehicle on the spot.
On the other hand, even if the failure is detected before the start of the driving cycle, if the vehicle is permitted in the same manner as in the above-described driving cycle, the vehicle falls into the limp home driving state immediately after starting the driving, There is a possibility that the vehicle will stop before it reaches a place where there is no possibility of collision and does not hinder traffic, and in this case, it cannot be said that driving should be allowed uniformly.
Conversely, there is a possibility that the driver sensed the abnormality, paused on the spot, and tried to restart, so even if the failure was detected before the start of the driving cycle, uniformly Nor can it be said that driving should be prohibited.
One of the purposes of limp home travel is to move the vehicle to a place where there is no possibility of colliding with other vehicles and will not interfere with traffic. Should the start of travel be permitted in the case of the above example? No, it is in a place where there is no possibility that the vehicle will collide with other vehicles at the time of failure detection and will not interfere with traffic, there is no possibility that it will collide with other vehicles and it will not interfere with traffic. It should be judged by whether or not there is.
For that purpose, failure diagnosis and fail-safe processing are not performed based only on the information on the current driving cycle or charging cycle, but also on the information on the previous driving cycle or charging cycle. It must be made.

このような問題点を解決するために、上記の特許文献２などに開示されているように、走行制御コントローラと充電制御コントローラとを備える電気自動車において、一方の制御コントローラによる故障検出情報を他方の制御コントローラに伝達する方法、上記の特許文献３に開示されているように、走行中に充電用コンタクタの短絡故障を診断し、停車後にシステムを停止する方法、などが提案されている。
しかしながら、上述した特許文献２及び３では、夫々以下に示すような問題点がある。
まず、上記の特許文献２などに関しては、走行制御コントローラと充電制御コントローラとの間で故障診断情報の交換を行うことで、主制御回路の故障検出範囲を広げることを目的としており、走行制御と充電制御とを同一のコントローラで実施する統合ＥＣＵである制御装置を備えたシステムを対象としていないという不都合がある。
また、上記の特許文献２などは、故障検出後のフェイルセーフ処理について特に考慮されていないことからも、上記課題の解決とはならないものである。
上記の特許文献３に関しても、走行中に外部充電に必要な部品の故障診断を行うことで故障検出範囲を広げ、その走行サイクルにおける安全性をより向上させることを目的としており、上記課題の解決とはならないという不都合がある。 In order to solve such problems, as disclosed in the above-mentioned Patent Document 2 and the like, in an electric vehicle including a travel control controller and a charge control controller, failure detection information by one control controller A method of transmitting to a control controller and a method of diagnosing a short circuit failure of a charging contactor during traveling and stopping the system after stopping are proposed as disclosed in Patent Document 3 above.
However, Patent Documents 2 and 3 described above have the following problems.
First, with respect to the above-mentioned Patent Document 2 and the like, the purpose is to expand the fault detection range of the main control circuit by exchanging fault diagnosis information between the travel control controller and the charge control controller. There is an inconvenience that a system including a control device that is an integrated ECU that performs charge control with the same controller is not targeted.
In addition, the above Patent Document 2 and the like do not solve the above problem because no special consideration is given to fail-safe processing after failure detection.
Regarding the above-mentioned Patent Document 3, it is also intended to expand the failure detection range by performing failure diagnosis of parts necessary for external charging during traveling, and to further improve the safety in the traveling cycle. There is inconvenience that it is not.

この発明は、車両外部の電源によって高電圧バッテリを充電していた場合には走行を禁止し、車両状態に適したフェールセーフ処理を実現することを目的としている。   An object of the present invention is to realize a fail-safe process suitable for a vehicle state by prohibiting traveling when a high voltage battery is charged by a power source external to the vehicle.

そこで、この発明は、上述不都合を除去するために、車輪を駆動するモータと、このモータに電力を供給する高電圧バッテリと、車両外部の電源によって前記高電圧バッテリを充電する充電手段とを備えた車両の制御装置において、車両の走行をリンプホーム走行に切り換える必要のある故障状態を検出する故障検出手段と、前記車両の走行を禁止する走行禁止手段と、を備え、前記車両の走行開始前の初期チェックにおいて前記故障検出手段により前記故障が検出され、かつ、初期チェック直前に車両外部の前記電源によって前記高電圧バッテリを充電していた場合、前記走行禁止手段により前記車両の走行を禁止する、一方、前記車両の走行開始前の初期チェックにおいて前記故障検出手段により前記故障が検出され、かつ、初期チェック直前に前記車両が走行していた場合、前記車両の走行を禁止しないことを特徴とする。 In view of this, the present invention includes a motor for driving wheels, a high voltage battery for supplying electric power to the motor, and a charging means for charging the high voltage battery by a power source external to the vehicle. the vehicle control device has a fault detection means for detecting a fault condition that must switch the driving of the vehicle to limp-home running, the travel inhibiting means for inhibiting the running of the vehicle, provided with, before starting traveling of the vehicle In the initial check, when the failure is detected by the failure detection means and the high voltage battery is charged by the power source outside the vehicle immediately before the initial check, the travel prohibiting means prohibits the vehicle from traveling. On the other hand, in the initial check before the vehicle starts running, the failure is detected by the failure detection means, and the initial check is performed. If the vehicle was traveling just prior, characterized in that it does not prohibit the running of the vehicle.

この発明によれば、初期チェックにより重大な故障が検出された場合において、車両外部の電源によって高電圧バッテリを充電可能な場所は、他車両と衝突する可能性が無く、交通の妨げにもならない場所と考えられるので、車両外部の電源によって高電圧バッテリを充電していた場合、走行しない方がフェールセーフ上望ましい。
この発明は、車両外部の電源によって高電圧バッテリを充電していた場合には走行を禁止するため、車両状態に適したフェールセーフ処理を実現することができる。
According to the present invention, in the case where a serious failure is detected by the initial check, the place where the high voltage battery can be charged by the power supply outside the vehicle has no possibility of colliding with other vehicles and does not hinder traffic. Since it is considered as a place, when the high-voltage battery is charged by a power source outside the vehicle, it is preferable not to travel for fail-safety.
Since the present invention prohibits running when the high-voltage battery is charged by a power supply external to the vehicle, fail-safe processing suitable for the vehicle state can be realized.

図１は車両の制御装置の制御用フローチャートである。（実施例）FIG. 1 is a control flowchart of the vehicle control apparatus. (Example) 図２は車両の制御装置のシステム図である。（実施例）FIG. 2 is a system diagram of the vehicle control apparatus. (Example)

以下図面に基づいてこの発明の実施例を詳細に説明する。   Embodiments of the present invention will be described below in detail with reference to the drawings.

図１及び図２はこの発明の実施例を示すものである。
図２において、１は電気自動車およびプラグインハイブリッド自動車からなる車両、２はこの車両１の制御装置である。
この車両１の制御装置２は、図２に示す如く、図示しない車輪を駆動するモータ３と、このモータ３に電力を供給する高電圧バッテリ４と、車両外部の電源５によって前記高電圧バッテリ４を充電する充電手段６とを備えている。
つまり、前記車両１の制御装置２において、高電圧バッテリ４はインバータ７、ＤＣ／ＤＣコンバータ８、そして車載充電器からなる前記充電手段６に接続され、駆動用の前記モータ３は前記インバータ７によって制御される。
また、前記高電圧バッテリ４の電圧は前記ＤＣ／ＤＣコンバータ８により降圧され、低電圧バッテリ（「１２Ｖバッテリ」ともいう。）９及び各電気負荷へと供給される。
そして、前記充電手段６は、車両外部の前記電源５からの交流電流を直流電流に変換し、前記高電圧バッテリ４の充電を行う。
このとき、前記インバータ７及び前記ＤＣ／ＤＣコンバータ８、車載充電器からなる前記充電手段６は前記車両１の制御装置２によって統合制御される。 1 and 2 show an embodiment of the present invention.
In FIG. 2, reference numeral 1 denotes a vehicle including an electric vehicle and a plug-in hybrid vehicle, and 2 denotes a control device for the vehicle 1.
As shown in FIG. 2, the control device 2 of the vehicle 1 includes a motor 3 that drives a wheel (not shown), a high-voltage battery 4 that supplies electric power to the motor 3, and a power source 5 outside the vehicle. Charging means 6 for charging the battery.
That is, in the control device 2 of the vehicle 1, the high voltage battery 4 is connected to the inverter 7, the DC / DC converter 8, and the charging means 6 including an in-vehicle charger, and the driving motor 3 is connected to the inverter 7. Be controlled.
The voltage of the high voltage battery 4 is stepped down by the DC / DC converter 8 and supplied to the low voltage battery (also referred to as “12V battery”) 9 and each electric load.
The charging means 6 converts the alternating current from the power source 5 outside the vehicle into a direct current, and charges the high voltage battery 4.
At this time, the charging unit 6 including the inverter 7, the DC / DC converter 8, and the on-vehicle charger is integrated and controlled by the control device 2 of the vehicle 1.

また、この発明は、車両外部の前記電源５により前記高電圧バッテリ４の充電を行う電気自動車およびプラグインハイブリッド自動車からなる車両１において、走行開始前の初期チェック段階で、走行可能距離の著しい低下や、著しい出力制限などのリンプホーム走行を強いられる故障を検出した場合、外部充電を実施できる場所は他車と衝突する可能性が無く、交通の妨げにもならない場所であるという観点から、前回実施されたのが外部充電サイクルであったのか否かを判定し、前回実施されたのが走行サイクルであれば走行開始を許可し、前回実施されたのが外部充電サイクルであれば走行開始を禁止することで、車両状態に適したフェイルセーフ処理が実現できるように構成するものである。
すなわち、前記車両１の制御装置２において、特定の故障を検出する故障検出手段１１と、前記車両１の走行を禁止する走行禁止手段１２と、前記車両１の走行開始前の初期チェックにおいて前記故障検出手段１１により前記故障が検出され、かつ、初期チェック直前に車両外部の前記電源５によって前記高電圧バッテリ４を充電していた場合、前記走行禁止手段１２により前記車両１の走行を禁止する構成とする。
詳述すれば、前記車両１の制御装置２は、図２に示す如く、例えば、初期チェック直前に実施したのが走行サイクルであったのか、それとも前記電源５によって前記高電圧バッテリ４の充電を行う充電サイクルであったのか、という情報を保存しておく記憶手段１０と、特定の故障を検出する故障検出手段１１と、前記車両１の走行を禁止する走行禁止手段１２とを内蔵している。
そして、前記車両１の走行開始前の初期チェックにおいて前記故障検出手段１１により前記故障が検出され、かつ、前記記憶手段１０に保存されている情報が充電サイクルである場合に、前記車両１の制御装置２は、前記走行禁止手段１２により前記車両１の走行を禁止するものである。
従って、初期チェックにより重大な故障が検出された場合において、車両外部の前記電源５によって前記高電圧バッテリ４を充電可能な場所は、他車両と衝突する可能性が無く、交通の妨げにもならない場所と考えられるので、車両外部の電源５によって前記高電圧バッテリ４を充電していた場合、走行しない方がフェールセーフ上望ましい。
この発明は、車両外部の電源５によって前記高電圧バッテリ４を充電していた場合には走行を禁止するため、車両状態に適したフェールセーフ処理を実現することができる。 Further, according to the present invention, in the vehicle 1 including the electric vehicle and the plug-in hybrid vehicle that charges the high-voltage battery 4 by the power source 5 outside the vehicle, the travelable distance is significantly reduced at the initial check stage before the start of traveling. In addition, if a fault that forces Limp home driving, such as significant output restrictions, is detected, the location where external charging can be performed is a location that does not interfere with other vehicles and does not hinder traffic. It is determined whether or not it was an external charging cycle, and if the previous execution was a travel cycle, the start of travel was permitted, and if the previous execution was an external charge cycle, the start of travel was permitted. By prohibiting, a fail-safe process suitable for the vehicle state can be realized.
That is, in the control device 2 of the vehicle 1, the failure detection unit 11 that detects a specific failure, the travel prohibition unit 12 that prohibits the traveling of the vehicle 1, and the failure in the initial check before the vehicle 1 starts traveling. A configuration in which travel of the vehicle 1 is prohibited by the travel prohibiting means 12 when the failure is detected by the detecting means 11 and the high voltage battery 4 is charged by the power source 5 outside the vehicle immediately before the initial check. And
Specifically, as shown in FIG. 2, the control device 2 of the vehicle 1 may charge the high-voltage battery 4 by the power source 5, for example, whether the driving cycle was performed immediately before the initial check. A storage unit 10 for storing information indicating whether the charging cycle is performed, a failure detection unit 11 for detecting a specific failure, and a travel inhibition unit 12 for prohibiting the traveling of the vehicle 1 are incorporated. .
When the failure is detected by the failure detection means 11 in the initial check before the vehicle 1 starts running, and the information stored in the storage means 10 is a charging cycle, the control of the vehicle 1 is performed. The device 2 prohibits the travel of the vehicle 1 by the travel prohibiting means 12.
Therefore, when a serious failure is detected by the initial check, a place where the high voltage battery 4 can be charged by the power source 5 outside the vehicle has no possibility of colliding with other vehicles and does not hinder traffic. Since it is considered as a place, when the high voltage battery 4 is charged by the power source 5 outside the vehicle, it is preferable not to travel for fail-safety.
Since the present invention prohibits running when the high-voltage battery 4 is charged by the power supply 5 outside the vehicle, fail-safe processing suitable for the vehicle state can be realized.

また、特定の故障は、前記車両１の走行をリンプホーム走行に切り換える必要のある故障状態である。
前記車両１の走行をリンプホーム走行に切り換える必要のある故障状態、例えば走行可能な距離の著しい低下、または、著しい駆動力の制限を引き起こすことが予想される故障状態の場合、走行開始後すぐに走行不能な状態に陥り、他車両と衝突する可能性があったり、交通の妨げになったりする場所に停車する可能性が大きい。
従って、他車両と衝突する可能性は無く、交通の妨げにもならない場所に車両がある場合、走行しない方がフェールセーフ上望ましい。
この発明は、走行可能な距離の著しい低下、または、著しい駆動力の制限を引き起こすことが予想される場合には走行を禁止するため、車両状態に適したフェールセーフ処理を実現することができる。 The specific failure is a failure state in which the traveling of the vehicle 1 needs to be switched to limp home traveling.
Immediately after the start of traveling, in the case of a failure state in which the traveling of the vehicle 1 needs to be switched to limp home traveling, for example, a failure state that is expected to cause a significant decrease in the travelable distance or a significant limitation on driving force. There is a high possibility that the vehicle will fall into a state where it cannot run, and may collide with other vehicles or stop at a place where traffic is hindered.
Therefore, when there is a vehicle in a place where there is no possibility of colliding with other vehicles and traffic is not hindered, it is preferable not to travel for fail safety.
Since the present invention prohibits traveling when it is expected to cause a significant decrease in the distance that can be traveled or a significant limitation in driving force, fail-safe processing suitable for the vehicle state can be realized.

更に、前記車両１の制御装置２は、車両１の十分な退避走行を行うことが可能な状態か否かを判定する走行禁止判定手段１３を備え、前記故障検出手段１１により前記故障が検出され、かつ、初期チェック直前に車両外部の前記電源５によって前記高電圧バッテリ４を充電していた場合であっても、前記走行禁止判定手段１３により前記車両１が十分な退避走行を行うことが可能な状態であると判定された時には、前記走行禁止手段１２により走行を禁止しない構成とする。
つまり、前記車両１の制御装置２は、図２に示す如く、例えば、車両１の十分な退避走行を行うことが可能な状態か否かを判定する走行禁止判定手段１３を内蔵している。
そして、前記故障検出手段１１により前記故障が検出され、かつ、前記記憶手段１０に保存されている情報が充電サイクルである場合であっても、前記走行禁止判定手段１３により前記車両１が十分な退避走行を行うことが可能な状態であると判定された時に、前記車両１の制御装置２は、前記走行禁止手段１２により走行を禁止しないものである。
従って、例えば、前記ＤＣ／ＤＣコンバータ８の故障により、１２Ｖバッテリである低電圧バッテリ９の充電が不可能になった場合でも、低電圧バッテリ９の電圧低下の度合等から前記車両１が十分な退避走行可能な状態である場合には走行を禁止しないため、車両状態に適したフェールセーフ処理を実現することができる。 Furthermore, the control device 2 of the vehicle 1 includes a travel prohibition determination unit 13 that determines whether or not the vehicle 1 can be sufficiently retracted, and the failure detection unit 11 detects the failure. In addition, even when the high voltage battery 4 is charged by the power source 5 outside the vehicle immediately before the initial check, the traveling prohibition judging means 13 allows the vehicle 1 to perform sufficient evacuation traveling. When it is determined that the vehicle is in a state, the travel prohibition unit 12 does not prohibit travel.
That is, as shown in FIG. 2, the control device 2 of the vehicle 1 includes, for example, a travel prohibition determination unit 13 that determines whether or not the vehicle 1 can be sufficiently retracted.
Even when the failure is detected by the failure detection means 11 and the information stored in the storage means 10 is a charge cycle, the travel prohibition determination means 13 makes the vehicle 1 sufficient. The control device 2 of the vehicle 1 does not prohibit the travel by the travel prohibiting means 12 when it is determined that the retreat travel is possible.
Therefore, for example, even when the low-voltage battery 9 that is a 12V battery cannot be charged due to a failure of the DC / DC converter 8, the vehicle 1 is sufficient due to the degree of voltage drop of the low-voltage battery 9 or the like. Since the traveling is not prohibited when the vehicle is in a retreatable traveling state, fail-safe processing suitable for the vehicle state can be realized.

次に、図１の前記車両１の制御装置２の制御用フローチャートに沿って作用を説明する。   Next, the operation will be described along the control flowchart of the control device 2 of the vehicle 1 in FIG.

この車両１の制御装置２の制御用プログラムがスタート（１０１）すると、走行サイクル開始前、かつ、初期チェック中か否かの判断（１０２）に移行する。
この走行サイクル開始前、かつ、初期チェック中か否かの判断（１０２）において、判断（１０２）がＮＯの場合には、後述するリターン（１０７）に移行し、今回の処理を終了する。
判断（１０２）がＹＥＳの場合には、部品Ａに故障があるか否かの判断（１０３）に移行する。
このとき、部品Ａとは、これが故障すれば走行可能距離の著しい低下や、著しい出力制限などのリンプホーム走行を招くことが予想される部品である。
また、故障があるか否かの判定には、初期チェック中に故障があると判定した場合だけでなく、以前実施されたサイクルで検出された故障が正常復帰できない場合も含む。
上述の部品Ａに故障があるか否かの判断（１０３）において、判断（１０３）がＮＯの場合には、リターン（１０７）に移行し、今回の処理を終了する。
判断（１０３）がＹＥＳの場合には、前回実施した車両制御は外部充電サイクルであるか否かの判断（１０４）に移行する。
そして、前回実施した車両制御は外部充電サイクルであるか否かの判断（１０４）において、判断（１０４）がＮＯの場合には、リターン（１０７）に移行し、今回の処理を終了する。
判断（１０４）がＹＥＳの場合には、走行禁止判定が成立するか否かの判断（１０５）に移行する。
なお、走行禁止判定とは、予め設定された判定基準を基として、部品Ａの故障状態および現在の車両状態（例えば、前記高電圧バッテリ４の残量、１２Ｖバッテリである低電圧バッテリ９の電圧低下の度合、出力制限の程度、など）が、十分な退避走行を行うことが可能な状態であるか否かを判定し、車両１が十分に退避走行を行うことが不可能な状況であれば成立し、そうでなければ非成立とする。
上述の走行禁止判定が成立するか否かの判断（１０５）において、判断（１０５）がＮＯ、つまり走行禁止判定が成立しない場合には、前記車両１の走行を禁止することなく、リターン（１０７）に移行し、今回の処理を終了する。
判断（１０５）がＹＥＳ、つまり走行禁止判定が成立する場合には、前記車両１の制御装置２の走行禁止手段１２により前記車両１の走行を禁止する処理（１０６）に移行し、その後に、リターン（１０７）に移行して今回の処理を終了する。 When the control program for the control device 2 of the vehicle 1 is started (101), the process proceeds to the determination (102) before the start of the driving cycle and whether the initial check is being performed.
If the determination (102) is NO before the start of the travel cycle and whether the initial check is being performed (102), the process proceeds to return (107) described later, and the current process is terminated.
If the determination (102) is YES, the process proceeds to determination (103) as to whether or not the component A has a failure.
At this time, the component A is a component expected to cause a limp home travel such as a significant decrease in the travelable distance or a significant output limitation if it fails.
The determination of whether or not there is a failure includes not only a case where it is determined that there is a failure during the initial check, but also a case where a failure detected in a previously performed cycle cannot be restored to normal.
In the determination (103) of whether or not there is a failure in the part A described above, if the determination (103) is NO, the process proceeds to return (107), and the current process is terminated.
If the determination (103) is YES, the process proceeds to determination (104) as to whether or not the vehicle control performed last time is an external charging cycle.
Then, in the determination (104) of whether or not the previous vehicle control is an external charging cycle, if the determination (104) is NO, the process proceeds to return (107) and the current process is terminated.
If the determination (104) is YES, the routine proceeds to determination (105) as to whether or not the travel prohibition determination is satisfied.
Note that the travel prohibition determination is based on a predetermined determination criterion and the failure state of the component A and the current vehicle state (for example, the remaining amount of the high voltage battery 4 and the voltage of the low voltage battery 9 which is a 12V battery). The degree of decrease, the degree of output restriction, etc.) are determined to determine whether or not the vehicle 1 can sufficiently evacuate, and the vehicle 1 cannot evacuate sufficiently. If it is established, it is not established.
In the determination (105) of whether or not the above-described travel prohibition determination is satisfied, if the determination (105) is NO, that is, if the travel prohibition determination is not satisfied, the return (107) is performed without prohibiting the travel of the vehicle 1. ) To end the current process.
When the determination (105) is YES, that is, when the travel prohibition determination is established, the process proceeds to the process (106) for prohibiting the travel of the vehicle 1 by the travel prohibiting means 12 of the control device 2 of the vehicle 1, and thereafter The process proceeds to return (107) and the current process is terminated.

なお、この発明は上述実施例に限定されるものではなく、種々の応用改変が可能である。   The present invention is not limited to the above-described embodiments, and various application modifications are possible.

例えば、この発明の実施例においては、前記車両の制御装置の制御用プログラム中の走行禁止判定が成立するか否かの判断（１０５）において、走行禁止判定により車両が十分な退避走行を行うことが可能であるか否かを判定し、フェイルセーフ処理を切り分ける構成とした。
しかし、走行禁止判定を実施せず、部品Ａを、これが故障すれば必ず車両が十分な退避走行を行うことが不可能となる部品に限定する構成としてもよい。
ただし、この場合も部品Ａの故障部位および故障状態については判別する方が望ましい。
この場合、上述した図１の制御用フローチャートの構成に比べ、車両状態のモニタおよび十分な退避走行を行うことが可能であるかの判定を行う処理が不要となるため、制御の簡素化および初期チェックにかかる処理時間がより短縮化できるが、車両状態に応じた最適なフェイルセーフ制御が実施できなくなる。 For example, in the embodiment of the present invention, in the determination (105) of whether or not the travel prohibition determination in the control program of the vehicle control device is satisfied (105), the vehicle performs sufficient retreat travel by the travel prohibition determination. It is determined whether or not it is possible, and the fail-safe process is separated.
However, a configuration may be adopted in which the travel prohibition determination is not performed and the component A is limited to a component that makes it impossible for the vehicle to sufficiently evacuate if this component fails.
However, in this case as well, it is preferable to determine the failure part and the failure state of the component A.
In this case, as compared with the configuration of the control flowchart of FIG. 1 described above, it is not necessary to monitor the vehicle state and determine whether it is possible to perform sufficient retreat travel. Although the processing time required for the check can be further shortened, the optimum failsafe control corresponding to the vehicle state cannot be performed.

１ 車両
２ 制御装置
３ モータ
４ 高電圧バッテリ
５ 電源
６ 充電手段
７ インバータ
８ ＤＣ／ＤＣコンバータ
９ 低電圧バッテリ（「１２Ｖバッテリ」ともいう。）
１０ 記憶手段
１１ 故障検出手段
１２ 走行禁止手段
１３ 走行禁止判定手段 DESCRIPTION OF SYMBOLS 1 Vehicle 2 Control apparatus 3 Motor 4 High voltage battery 5 Power supply 6 Charging means 7 Inverter 8 DC / DC converter 9 Low voltage battery (it is also called "12V battery")
DESCRIPTION OF SYMBOLS 10 Memory | storage means 11 Failure detection means 12 Travel prohibition means 13 Travel prohibition determination means

Claims (2)

車輪を駆動するモータと、このモータに電力を供給する高電圧バッテリと、車両外部の電源によって前記高電圧バッテリを充電する充電手段とを備えた車両の制御装置において、車両の走行をリンプホーム走行に切り換える必要のある故障状態を検出する故障検出手段と、前記車両の走行を禁止する走行禁止手段と、を備え、前記車両の走行開始前の初期チェックにおいて前記故障検出手段により前記故障が検出され、かつ、初期チェック直前に車両外部の前記電源によって前記高電圧バッテリを充電していた場合、前記走行禁止手段により前記車両の走行を禁止する、一方、前記車両の走行開始前の初期チェックにおいて前記故障検出手段により前記故障が検出され、かつ、初期チェック直前に前記車両が走行していた場合、前記車両の走行を禁止しないことを特徴とする車両の制御装置。 In a vehicle control device comprising a motor for driving a wheel, a high-voltage battery for supplying electric power to the motor, and a charging means for charging the high-voltage battery by a power source external to the vehicle, the vehicle travel is limp home travel a failure detecting means for detecting a certain fault conditions must be switched to, and a travel prohibiting means for prohibiting the running of the vehicle, the failure is detected in the initial check before starting traveling of the vehicle by the failure detecting means And, when the high-voltage battery is charged by the power supply outside the vehicle immediately before the initial check, the travel prohibiting means prohibits the travel of the vehicle , while the vehicle in the initial check before the start of travel When the failure is detected by the failure detection means and the vehicle is traveling immediately before the initial check, the vehicle Control device for a vehicle characterized in that it does not prohibit. 前記車両の十分なリンプホーム走行を行うことが可能な状態か否かを判定する走行禁止判定手段を備え、前記車両の走行開始前の初期チェックにおいて前記故障検出手段により前記故障が検出され、かつ、初期チェック直前に車両外部の前記電源によって前記高電圧バッテリを充電していて、かつ、前記走行禁止判定手段により前記車両が十分なリンプホーム走行を行うことが可能な状態ではないと判定された時には、前記走行禁止手段により前記車両の走行を禁止する、一方、前記故障検出手段により前記故障が検出され、かつ、初期チェック直前に車両外部の前記電源によって前記高電圧バッテリを充電していた場合であっても、前記走行禁止判定手段により前記車両が十分なリンプホーム走行を行うことが可能な状態であると判定された時には、前記走行禁止手段により走行を禁止しないことを特徴とする請求項１に記載の車両の制御装置。 A travel prohibition determining means for determining whether or not the vehicle is capable of performing a sufficient limp home travel, wherein the failure is detected by the failure detection means in an initial check before starting the travel of the vehicle; and The high-voltage battery is charged by the power supply outside the vehicle immediately before the initial check, and it is determined by the travel prohibition determination means that the vehicle is not in a state in which it can perform sufficient limp home travel. Sometimes, the travel prohibition means prohibits the vehicle from traveling, while the failure detection means detects the failure, and the high voltage battery is charged by the power supply outside the vehicle immediately before the initial check. Even so, it is determined by the travel prohibition determination means that the vehicle is in a state in which it can perform sufficient limp home travel. Sometimes, the control apparatus for a vehicle according to claim 1, characterized in that not prohibit the traveling by the traveling inhibiting means.
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